Systems and methods for providing a road interchange with access for public and private transportation

ABSTRACT

Zonal transportation hubs providing an interface between public and private road-transport at highway junctions. A public-transport zone has a dedicated road network connecting the highways to a station and a separate private-transport zone has a separate road network connecting the highways to a parking lot. A pedestrian zone provides a uninterrupted route between the parking lot and the station.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims the benefit of priority from U.S. Provisional Patent Application No. 62/674,765, filed May 22, 2018 the contents of which are incorporated by reference in their entirety.

FIELD OF THE DISCLOSURE

The disclosure herein relates to systems and methods for providing access for public and private transportation at a road intersection. In particular, but not exclusively, the disclosure relates to integrated complete park and ride systems (CPRS) which enable the usage of multiple areas by multiple transportation types.

BACKGROUND

The 21st century, with its exceptional urbanization trends, population growth, ever growing shortage of spaces as well as the technological advancements in all aspects of life, presents new challenges associated with the fast pace of modern life in general. In particular, complex transportation systems and networks are required to connect people between economic and business areas, education institutions, health services, commuter hubs, residential areas and the like.

The global population growth as well as the continued urbanization of the population has increased dramatically the number of vehicles on the roads resulting in high traffic capacity in cities and between cities, creating an increasing and ongoing need for improved and more effective transportation systems.

Even where, multi-lane highways and complex road interchanges may provide safe and smooth traffic flow between the various associated highways they connect, such solutions do not address the ever growing commuter population requiring access to and from urban areas on a daily basis. Typically, the increasing number of cars soon overtakes the capacity of these road systems resulting in car accidents, slow traffic, economically costly time wasted, driver stress, high emission of pollutants, increased use of fossil fuels, traffic noise, etc.

Efforts to provide access to greater quantities of people without increasing congestion have typically been focused upon public transportation between and within cities. Thus solutions are generally directed towards, making public transport more efficient by reducing journey times and increasing volume, as well as more available by increasing spread and reducing cost. Alongside this, further policies are aimed at preventing people from entering cities with their private vehicles, such as congestion fees, high parking fees, parking permits only to local vehicles, restrictive time limits and the like.

Another initiative to reduce the number of incoming and outgoing vehicles is the construction of Park & Ride hubs (P&R), typically along highways outside cities. Commuters may park their cars and continue toward their destinies with efficient public transportation. These commuters may again use the public transportation to reach their cars on their way back.

However, as currently implemented, there are some serious drawbacks the P&R solution has proven problematic. P&R hubs are typically situated along a single highway and outside a single urban area, where they can be used most efficiently by cars and public transportation coming on that particular highway. Nevertheless, vehicles approaching from other directions may need to undergo significant maneuvers and navigation in order to access the P&R hub. This is costly in terms time as well as fuel consumption. Moreover, because of their lack of accessibility, P&R hub are rarely used to their full potential. Many, commuters who may like to take advantage of this service simply find current P&R systems too inefficient.

Furthermore, current P&R hubs require a large amount of real estate in order to provide sufficient parking space as well as access roads. As the real estate close to urban centers is generally very expensive, the high cost of providing current P&R hubs has limited the amount they have been adopted.

SUMMARY OF THE EMBODIMENTS

Accordingly, the need remains for a more efficient Park & Ride system with increased accessibility and lower cost. The invention described herein addresses this need by introducing an efficient, economical, safe and easily accessible Park & Ride hub, combined with an efficient public transportation hub.

Interchanges by their nature are accessible from multiple directions. Furthermore, interchanges typically have trapped spaces which are not being used. The current disclosure provides a system and method to use such trapped spaces to contain a P&R complex.

Such an integrated complete park and ride systems (CPRS) provide many advantages, such as: Trapped areas are within short distance of all the main roads potentially allowing for short access roads for cars from multiple directions which would reduce loss of time and fuel. Public transportation may be provided from and towards multiple directions.

Trapped areas within the interchange are dead spaces which are typically already zoned for transportation. Therefore building in the trapped areas of the interchange may not require additional usage of real estate or additional permits.

According to one aspect of the presently disclosed subject matter, a zonal transportation hub is introduced for providing an interface between public and private road-transport. The zonal transportation hub may include a public-transport zone, comprising at least one station, and a dedicated public-transport road network connecting the at least one station and at least one highway.

The private-transport zone may include at least one parking lot; a dedicated private-transport road network connecting the parking lot and the at least one highway; and a pedestrian zone comprising an uninterrupted pedestrian route between the parking lot of the private-transport zone and the at least one station of the public-transport zone.

Typically, the dedicated public-transport road network comprises at least one public-transport slip road diverging from an inbound section of the at least one highway and at least one public-transport access road converging with the outbound section of the at least one highway; and the dedicated private-transport road network comprises at least one private-transport slip road diverging from an inbound section of the at least one highway and at least one private-transport access road converging with the outbound section of the at least one highway. Accordingly, traffic within the public-transport zone is isolated from traffic within private-transport zone.

Where required, the dedicated public-transport road network may further comprises a public-transport ring-road, the at least one public-transport slip road converges with the public-transport ring-road; the at least one public-transport access road diverges from the public-transport ring-road. Similarly, the dedicated private-transport road network may further comprise a private-transport ring-road, the at least one private-transport slip road converges with the private-transport ring-road; the at least one private-transport access road diverges from the private-transport ring-road.

In some examples of the zonal transportation hub a multilevel complex comprises at least a first level including the parking lot; at least a second level including the at least one public-transport station; and the pedestrian zone includes at least one vertical pedestrian route between the first level and the second level. Accordingly, the vertical pedestrian route may comprise at least one of a group consisting of an elevator, a staircase; an escalator, a ladder, a chute and combinations thereof.

Optionally, the private-transport zone further comprises at least one car-sharing stations and the pedestrian zone further comprises a pedestrian route between the parking lot and the at least one car-sharing station. Where required, separate pedestrian routes may be provided to access the car-sharing station and the public-transport station.

Additionally or alternatively, the zonal transportation hub may further comprise an autonomous or electrical vehicle storage zone.

Variously, the pedestrian zone may include a services area, a recreational park, a sports arena, a shopping center, a hotel, a public vehicle parking lot, a maintenance depot, a fueling station, a charging station and the like as well as combinations thereof. Similarly, the private-transport zone may comprise a fueling station, a charging station or the like.

In other aspects a zonal road junction transportation hub system is presented including a road junction zone connecting a plurality of highway spokes, the road junction zone comprising a plurality of connecting roads, each connecting road leading from inbound section of one highway spoke to an outbound section of another highway spoke, the outermost of the connecting roads forming the boundaries of a defined area.

Optionally, the road junction zone may include a spiral road junction zone connecting a plurality of highway spokes, the spiral road junction junction zone comprising a plurality of connecting roads, each connecting road leading from inbound section of one highway spoke to an outbound section of another highway spoke, the outermost of the connecting roads forming the boundaries of a defined area. Where appropriate, the spiral road junction zone may include a ring-road interchange comprising a continuous ring-shaped road surface traversing a plurality of spoke-traversing crosspasses, each spoke-traversing crosspass traversing a highway spoke; and at least one cross-over connecting road associated with each the highway spoke, the cross-over connecting road providing a continuous path from the inbound section of an entry highway spoke to the outbound section of an exit highway spoke. The cross-over connecting road may include a slip road diverging from the inbound section of the entry highway spoke, an access road converging with the outbound section of the exit highway spoke; a ring-road interchange segment, the segment traversing all intermediate highway spokes between the entry highway spoke and the exit highway spoke; a ring-traversing crosspass segment providing a passage between the inside and the outside of the ring-road interchange; and an inner connecting segment connecting the inside of the ring-traversing crosspass segment to the ring-road interchange.

BRIEF DESCRIPTION OF THE FIGURES

For a better understanding of the embodiments and to show how it may be carried into effect, reference will now be made, purely by way of example, to the accompanying drawings.

With specific reference now to the drawings in detail, it is stressed that the particulars shown are by way of example and for purposes of illustrative discussion of selected embodiments only, and are presented in the cause of providing what is believed to be the most useful and readily understood description of the principles and conceptual aspects. In this regard, no attempt is made to show structural details in more detail than is necessary for a fundamental understanding; the description taken with the drawings making apparent to those skilled in the art how the various selected embodiments may be put into practice. In the accompanying drawings:

FIGS. 1A-B are schematic representations of an example of a zonal transportation hub integrated with a spiral road interchange;

FIGS. 2A-F are schematic representations of a multilevel parking lot of the private-vehicle zone of the zonal transportation hub;

FIGS. 3A-C are schematic representations of a section of the public-transport zone of a zonal transportation hub, indicating traffic flow from the dedicated public-transport slip road to the dedicated public-transport access road;

FIG. 3D shows an alternative configuration for the public transport zone;

FIG. 4A is a schematic representation of a section of the private-transport zone of a zonal transportation hub, indicating the dedicated private-transport slip road, the dedicated private-transport access road, the private-transport ring road;

FIG. 4B is a schematic representation indicating how private vehicles may access the parking lot of the private-transport zone according to examples of the zonal transportation hub;

FIG. 5A is a schematic representation of a section of the private-transport zone of a zonal transportation hub, indicating the private-transport ring road;

FIG. 5B is a schematic representation indicating an alternative entrance ramp for providing access to the parking lot for private vehicles;

FIG. 6A is a schematic representation showing the public-transport zone road network of a zonal transportation hub and its access and slip roads joining two highway spokes;

FIG. 6B is a schematic representation showing the private-transport zone road network of a zonal transportation hub and its access and slip roads joining two highway spokes;

FIG. 6C is a schematic representation indicating how the private-transport zone road network and the public-transport zone road network may be integrated along the highway;

FIG. 7A is a schematic representation showing the public-transport zone road network of a zonal transportation hub and its access and slip roads joining four highway spokes;

FIG. 7B is a schematic representation showing the private-transport zone road network of a zonal transportation hub and its access and slip roads joining four highway spokes;

FIG. 7C is a schematic representation indicating how the private-transport zone road network and the public-transport zone road network may be integrated at the junction between two highways;

FIG. 8A is a schematic representation showing the public-transport zone road network of a zonal transportation hub and its access and slip roads joining six highway spokes;

FIG. 8B is a schematic representation showing the private-transport zone road network of a zonal transportation hub and its access and slip roads joining six highway spokes;

FIG. 8C is a schematic representation indicating how the private-transport zone road network and the public-transport zone road network may be integrated at the junction between three highways; and

FIGS. 9A-F is a selection of schematic representations of implementations of the integrated zonal transportation hub into various junctions.

It is particularly noted that for convenience all Figures represent right hand drive environments. It will be appreciated that equivalent junctions may be configured to suit left hand drive environments, such as in the United Kingdom, Australia, Japan or the like, vehicles may be directed to flow in a counterclockwise direction.

DETAILED DESCRIPTION

Aspects of the present disclosure relate to systems and methods for enabling providing access for public and private transportation at a road intersection. In particular, the disclosure provides integrated complete park and ride systems (CPRS) enabling independent and efficient accessibility between different sectors, such as a private car sector, a Park & Ride (P&R) hub, a car-pooling sector, a public transportation sector, a pedestrian center, an autonomous and/or electric vehicle sector and the like. Preferably the CPRS is situated as closely as possible to an intersection between multiple roads extending in multiple directions, such as highway interchanges, crossroads, and transportation junctions for example, even when the crossing directions are applied by different kinds of transportation, such as railways, waterways & canals and the like.

Accordingly, an integrated access system is presented to be applied within interchanges so as to enable usage of the inner trapped areas for functions such as Park & Ride hubs, MaaS car-fleet hubs, public transportation systems and other services.

This system typically divides various categories of traffic into separate zones each with its dedicated road network. The separate zones may provide a fast lane, a through lane, pick & drop stations, and public transportation stations and the like, as well as providing safe pedestrian access between parking areas.

Thus for example, a public-transport zone may provide access to the transportation hub for road/rail based public-transport vehicles, such as buses, trams, light railways, light rail transit, shuttles and the like, without the public vehicles interacting with private vehicles. Similarly, a private-transport zone may provide access to the transportation hub for private vehicles without the interacting with public transport vehicles. Still further, a junction zone may allow approaching traffic from the various incoming highway spokes to access other outgoing highway spokes without interacting with any traffic accessing the transportation hub. As used herein, the term “highway spoke” refers to a road connecting with a road junction and extending radially therefrom. For example, a continuous highway crossing a road junction may be described, where appropriate, as two highway spokes connected at the junction.

It is particularly noted that the systems and methods of the disclosure herein may not be limited in its application to the details of construction and the arrangement of the components or methods set forth in the description or illustrated in the drawings and examples. The systems and methods of the disclosure may be capable of other embodiments, or of being practiced and carried out in various ways and technologies.

Alternative methods and materials similar or equivalent to those described herein may be used in the practice or testing of embodiments of the disclosure. Nevertheless, particular methods and materials are described herein for illustrative purposes only. The materials, methods, and examples are not intended to be necessarily limiting.

In particular, the system presented herein can readily be applied in various other road figurations such as junctions, highways, interchanges, intersections etc.

Reference is now made to FIGS. 1A-F which indicate schematic representations of one example of a zonal transportation hub 100 integrated with a road junction 200.

The road junction 200 of the example provides access between four highway spokes 210A-D via connecting roads 220, each connecting road leading from inbound section of one highway spoke 212 to an outbound section 214 of another highway spoke. The zonal transportation hub 100 of the example is contained within the area defined by the boundaries of the road junction 200 and provides an interface between public and private road-transport travelling along said highway spokes 210A-D.

By way of example, the road junction 200 illustrated in the example is a spiral road junction such as described in U.S. Pat. No. 9,932,712, to Gilead Meroz and Yaron Toren, which is incorporated herein by reference in its entirety. It will be appreciated that this is a non limiting example of the road junction and that other types of road junctions may readily integrate the zonal transportation hub 200.

It is noted that the spiral road junction system 200 connects a plurality of highway spokes 210 via a spiral road junction comprising adjacent-spoke connecting roads 222 associated with each highway spoke 210, and a ring-road interchange 224 traversing all the highway spokes 210. The ring-road interchange 224 provides a continuous path from a slip road 223 diverging from an entry highway spoke to an access road 225 merging with an exit highway spoke.

It is noted that the public-transport zone 120 of the transportation hub 100 is accessed via dedicated and separate slip roads 125 diverging from each entry highway spoke and exited via dedicated and separate access roads 127 merging with each exit highway spoke.

Similarly the private-transport zone 140 of the transportation hub 100 is accessed via dedicated and separate slip roads 145 diverging from each entry highway spoke and exited via dedicated and separate access roads 147 merging with each exit highway spoke.

The zonal transportation hub 100 includes a public-transport zone 120, a private-transport zone 140 and a pedestrian zone 160.

The public-transport zone 120 comprises stations 122 such as bus stops, tram stops or the like at which travellers may assemble and public transport vehicles can stop so that passengers can alight and/or disembark. A dedicated public-transport road network 124 provides access between the highway spokes 210A-D and the stations 122.

The private-transport zone 140 includes a multilayer parking lot 142 (see FIG. X1B) and a dedicated private-transport road network 144 including slip-roads 145, a ring-road 153 and access roads 147 connecting the parking lot 142 and the highway spokes 210A-D. The private-transport zone 140 also includes various car-sharing stations 146, or pick-and-drop points, at which private cars may drop off and pick up passengers who car share with them.

The pedestrian zone 160 provides an uninterrupted pedestrian route between the parking lot 142 of the private-transport zone 140 and the station 122 of the public-transport zone 120. Preferably, pedestrians should be able to travel from their private vehicles in the parking lot 142 to the assembly points at the public transport stations 122 or the car-sharing stations 146. Thus, where the transportation hub 100 is a multilevel complex such as described herein, the pedestrian zone 160 typically includes vertical pedestrian routes such as elevators, escalators, stairs and the like between the various levels.

Additionally, the public transportation zone 120 may further include a public vehicle parking lot 126 at which the public vehicles 126 may be parked until needed.

Although not shown in the drawing, it is further noted that the public-transport zone may also include various services such as rest areas for drivers, maintenance depots, fueling stations, charging stations or the like as well as combinations thereof.

As noted, the transport hub 100 described herein is a multilevel complex. Accordingly, the roof of the complex support sections of the pedestrian zone 160, and the public-transport zone 120 and the private-transport zone 140, such as the public-transport stations 122, public-transport ring road 123 and public-transport parking lot 126, private-transport ring road 143 and car sharing stations 146.

Referring now to FIGS. 1C-G, which shows floor plans for the lower levels of the multilayer parking lot 142A-D (collectively 142) situated beneath the roof of multilevel complex. The private-transport slip road 143 leading from the inbound lane of the highway spoke is inclined such that the different levels of the parking lot may be readily accessed. Accordingly the first level 142A of the multistory parking lot may be entered via gateways G1 along each of the private-transport slip roads 143. The first level 142B of the multistory parking lot may be entered and exited via gateways G2 along each of the private-transport slip roads 143. The first level 142C of the multistory parking lot may be entered via gateways G3 along each of the private-transport slip roads 143. The first level 142D of the multistory parking lot may be entered via gateways G4 along each of the private-transport slip roads 145. Traffic continuing along the private transport slip road 145 will merge with the private-transport ring road 143.

Although not shown in the drawings, the private-transport zone 140 may further include other services such as maintenance areas, fueling stations, charging stations, rest areas and the like.

It will be appreciated that further levels may be built upon the roof layer such that the pedestrian area may extend into various structures such as shopping centers, sports arenas, concert venues, office buildings, industrial parks, recreational parks, residential buildings, hotels and the like or combinations thereof.

Reference is now made to FIG. 3A, which is a schematic representation of a section of the public-transport zone of a zonal transportation hub. Dedicated public-transport slip roads 125A, 125B provide access directly to a public-transport ring road 123 and dedicated public-transport access roads 127A, 127B provide exit points from the public-transport ring road 123. It is noted that bays 129 are situated around the ring road 123 to provide stopping points at which passengers may embark or alight from buses or other public transport vehicles.

Because the pedestrian zone 160 typically extends into the central area bounded by the ring road 123, it is convenient for the public transport station 122 to be situated in this central area. Accordingly, in such systems, the stopping bays 129 may be situated around the inner edge of the ring-road 123.

FIG. 3B is a schematic representation indicating how traffic travelling along the dedicated public-transport slip road 125B converges with traffic travelling along a public transport ring-road 122 and how traffic travelling along the dedicated public-transport access road 127A diverges from traffic travelling along the public transport ring-road 122. It is particularly noted that where required right hand drive travelling public transport vehicles joining the public transport ring road 122 may be directed to flow in a clockwise direction so as to present the right hand side of the vehicles to the pedestrian area 160 in the center or the ring road 122. FIG. 3C indicates the clockwise direction of traffic flow about the transport ring road. It will be appreciated that in equivalent left hand drive networks, such as in the United Kingdom, Australia or the like, vehicles may be directed to flow in a counterclockwise direction.

By contrast, in other configurations right hand drive networks may be configured to enable a more conventional counterclockwise traffic flow as indicated in FIG. 3D. It is noted that in this alternative configuration public transport stations 3122 may be situated outside the ring road 3122 and stopping bays may be provided towards the outer rim of the ring road 3123.

Referring now to FIG. 4A a schematic representation is presented of a section of the private-transport zone 4140 of a zonal transportation hub indicating the dedicated private-transport slip road 4143, the dedicated private-transport access road 4145 and the private-transport ring road 4147. FIG. 4B is a schematic representation indicating an inclined slip road 4143 providing access for private-vehicles to various levels of the parking lot 4142 before reaching the private-transport ring road 4147.

It is noted that private vehicles leaving the parking lot 4142 may merge with the inclined slip road 4143 downstream from other vehicles entering the parking lot 4142, thereby reducing unnecessary congestion.

Referring now to FIG. 5A a schematic representation is presented of a section of an alternative private-transport zone 5140 indicating the dedicated private-transport slip road 5143, the dedicated private-transport access road 5145 and the private-transport ring road 5147. FIG. 5B is a schematic representation indicating an alternative helical entrance ramp 5148 for providing access to various levels of the parking lot 5142. The helical entrance ramp 5148 provides a gentle incline along a circular path with gateways to each level of the multilevel parking lot.

It will be appreciated that the provision of such a large car storage area at highway junctions will be particularly useful for the storage and maintenance of autonomous and/or electric vehicle fleets at hubs close to urban centers within easy reach of highways in various directions. Autonomous and/or electric vehicles thus stored may be readily provided for passengers when needed.

Where appropriate a separate autonomous vehicle zone may be provided with its own dedicated slip roads and access roads leading to a vehicle depot providing maintenance services, fueling and charging points as required. Additionally or alternatively, autonomous and/or electric vehicles may be stored in the parking lot of the private-transport zone. In certain applications, the autonomous and/or electric vehicles may primarily use the parking lot at night when it is typically empty and the autonomous and/or electric vehicles are typically in less demand.

FIGS. 6A-C, 7A-C and 8A-C represent various applications of the zonal transportation hub. In particular, FIGS. 6A-C illustrate a possible integration the zonal transportation hub along a single highway which effectively creates two highway spokes leading to and from the hub. FIG. 6A indicates the public-transport zone road network 6124 and access roads 6123 and slip roads joining each of the two highway spokes 6210. FIG. 6B indicates the private-transport zone road network 6144 and access roads 6143 and slip roads joining each of the two highway spokes 6210. FIG. 6C is a schematic representation indicating how the public-transport zone road network 6124 and the private-transport zone road network 6144 may be integrated.

Similarly, FIGS. 7A-C illustrate a possible integration the zonal transportation hub along a highway junction between two highways which effectively creates four highway spokes leading to and from the hub. FIG. 7A indicates the public-transport zone road network 7124 and access roads 7123 and slip roads joining each of the four highway spokes 7210. FIG. 7B indicates the private-transport zone road network 7144 and access roads 7143 and slip roads joining each of the four highway spokes 7210. FIG. 7C is a schematic representation indicating how the public-transport zone road network 7124 and the private-transport zone road network 7144 may be integrated.

Likewise, FIGS. 8A-C illustrate a possible integration the zonal transportation hub along a highway junction between three highways which effectively creates six highway spokes leading to and from the hub.

FIG. 8A indicates the public-transport zone road network 8124 and access roads 8123 and slip roads joining each of the six highway spokes 8210. FIG. 8B indicates the private-transport zone road network 8144 and access roads 8143 and slip roads joining each of the four highway spokes 8210. FIG. 8C is a schematic representation indicating how the public-transport zone road network 8124 and the private-transport zone road network 8144 may be integrated.

It will be appreciated that the zonal transportation hub may be integrated into a variety of different types of road junction between any number of highways. By way of example, alternative integrations of the zonal transportation hub into a selection of junctions are indicated in FIGS. 9A-E.

FIG. 9A shows the zonal transportation hub implemented at a one-level junction between two roads. FIG. 9B shows the zonal transportation hub implemented at a closed diamond interchange. FIG. 9C shows the zonal transportation hub implemented at an open diamond interchange. FIG. 9D shows the zonal transportation hub implemented at a modern roundabout interchange. FIG. 9E shows the zonal transportation hub implemented on a four way spiral ring interchange and FIG. 9F shows the zonal transportation hub implemented on six way spiral road junction such as described in U.S. Pat. No. 9,932,712, to Gilead Meroz and Yaron Toren, which is incorporated herein by reference in its entirety.

Technical Notes

Technical and scientific terms used herein should have the same meaning as commonly understood by one of ordinary skill in the art to which the disclosure pertains. Nevertheless, it is expected that during the life of a patent maturing from this application many relevant systems and methods will be developed. As used herein the term “about” refers to at least±10%.

The terms “comprises”, “comprising”, “includes”, “including”, “having” and their conjugates mean “including but not limited to” and indicate that the components listed are included, but not generally to the exclusion of other components. Such terms encompass the terms “consisting of” and “consisting essentially of”.

The phrase “consisting essentially of” means that the composition or method may include additional ingredients and/or steps, but only if the additional ingredients and/or steps do not materially alter the basic and novel characteristics of the claimed composition or method.

As used herein, the singular form “a”, “an” and “the” may include plural references unless the context clearly dictates otherwise. For example, the term “a compound” or “at least one compound” may include a plurality of compounds, including mixtures thereof.

The word “exemplary” is used herein to mean “serving as an example, instance or illustration”. Any embodiment described as “exemplary” is not necessarily to be construed as preferred or advantageous over other embodiments or to exclude the incorporation of features from other embodiments.

The word “optionally” is used herein to mean “is provided in some embodiments and not provided in other embodiments”. Any particular embodiment of the disclosure may include a plurality of “optional” features unless such features conflict.

Whenever a numerical range is indicated herein, it is meant to include any cited numeral (fractional or integral) within the indicated range. The phrases “ranging/ranges between” a first indicate number and a second indicate number and “ranging/ranges from” a first indicate number “to” a second indicate number are used herein interchangeably and are meant to include the first and second indicated numbers and all the fractional and integral numerals therebetween. It should be understood, therefore, that the description in range format is merely for convenience and brevity and should not be construed as an inflexible limitation on the scope of the disclosure. Accordingly, the description of a range should be considered to have specifically disclosed all the possible sub-ranges as well as individual numerical values within that range. For example, description of a range such as from 1 to 6 should be considered to have specifically disclosed sub-ranges such as from 1 to 3, from 1 to 4, from 1 to 5, from 2 to 4, from 2 to 6, from 3 to 6 etc., as well as individual numbers within that range, for example, 1, 2, 3, 4, 5, and 6 as well as non-integral intermediate values. This applies regardless of the breadth of the range.

It is appreciated that certain features of the disclosure, which are, for clarity, described in the context of separate embodiments, may also be provided in combination in a single embodiment. Conversely, various features of the disclosure, which are, for brevity, described in the context of a single embodiment, may also be provided separately or in any suitable sub-combination or as suitable in any other described embodiment of the disclosure. Certain features described in the context of various embodiments are not to be considered essential features of those embodiments unless the embodiment is inoperative without those elements.

Although the disclosure has been described in conjunction with specific embodiments thereof, it is evident that many alternatives, modifications and variations will be apparent to those skilled in the art. Accordingly, it is intended to embrace all such alternatives, modifications and variations that fall within the spirit and broad scope of the appended claims.

All publications, patents and patent applications mentioned in this specification are herein incorporated in their entirety by reference into the specification, to the same extent as if each individual publication, patent or patent application was specifically and individually indicated to be incorporated herein by reference. In addition, citation or identification of any reference in this application shall not be construed as an admission that such reference is available as prior art to the present disclosure. To the extent that section headings are used, they should not be construed as necessarily limiting.

The scope of the disclosed subject matter is defined by the appended claims and includes both combinations and sub combinations of the various features described hereinabove as well as variations and modifications thereof, which would occur to persons skilled in the art upon reading the foregoing description. 

1. A zonal transportation hub for providing an interface between public and private road-transport comprising: a public-transport zone comprising at least one station; and a dedicated public-transport road network connecting said at least one station and at least one highway; a private-transport zone comprising at least one parking lot; and a dedicated private-transport road network connecting said parking lot and said at least one highway; and a pedestrian zone comprising an uninterrupted pedestrian route between the parking lot of the private-transport zone and the at least one station of the public-transport zone; wherein: said dedicated public-transport road network comprises at least one public-transport slip road diverging from an inbound section of said at least one highway and at least one public-transport access road converging with the outbound section of said at least one highway; and said dedicated private-transport road network comprises at least one private-transport slip road diverging from an inbound section of said at least one highway and at least one private-transport access road converging with the outbound section of said at least one highway; such that traffic within the public-transport zone is isolated from traffic within private-transport zone.
 2. The zonal transportation hub of claim 1 wherein said dedicated public-transport road network further comprises a public-transport ring-road, said at least one public-transport slip road converges with said public-transport ring-road; said at least one public-transport access road diverges from said public-transport ring-road.
 3. The zonal transportation hub of claim 1 wherein said dedicated private-transport road network further comprises a private-transport ring-road, said at least one private-transport slip road converges with said private-transport ring-road; said at least one private-transport access road diverges from said private-transport ring-road.
 4. The zonal transportation hub of claim 1 wherein said private-transport zone further comprises at least one car-sharing stations and said pedestrian zone further comprises a pedestrian route between the parking lot and the at least one car-sharing station.
 5. The zonal transportation hub of claim 1 wherein further comprising an autonomous vehicle storage zone.
 6. The zonal transportation hub of claim 1 comprising a multilevel complex comprising: at least a first level including said parking lot; at least a second level including said at least one public-transport station; and said pedestrian zone includes at least one vertical pedestrian route between said first level and said second level.
 7. The zonal transportation hub of claim 6 wherein said vertical pedestrian route comprises at least one of a group consisting of an elevator, a staircase; an escalator, a ladder, a chute and combinations thereof
 8. The zonal transportation hub of claim 1 wherein said pedestrian zone comprises a services area.
 9. The zonal transportation hub of claim 1 wherein said pedestrian zone comprises a recreational park.
 10. The zonal transportation hub of claim 1 wherein said pedestrian zone comprises a sports arena.
 11. The zonal transportation hub of claim 1 wherein said pedestrian zone comprises a shopping center.
 12. The zonal transportation hub of claim 1 wherein said pedestrian zone comprises a hotel.
 13. The zonal transportation hub of claim 1 wherein said public-transport zone further comprises at least one of a public vehicle parking lot, a maintenance depot, a fueling station and a charging station. 14-16. (canceled)
 17. The zonal transportation hub of claim 1 wherein said private-transport zone comprises a fueling station.
 18. The zonal transportation hub of claim 1 wherein said private-transport zone comprises a charging station.
 19. A zonal road junction transportation hub system comprising: a road junction zone connecting a plurality of highway spokes, said road junction zone comprising a plurality of connecting roads, each connecting road leading from inbound section of one highway spoke to an outbound section of another highway spoke, the outermost of said connecting roads forming the boundaries of a defined area; a zonal transportation hub situated within the boundaries of said defined area, and configured to provide an interface between public and private road-transport travelling along said highway spokes; wherein said zonal transportation hub comprises: a public-transport zone comprising at least one station; and a dedicated public-transport road network connecting said at least one station and said plurality of highway spokes; a private-transport zone comprising at least one parking lot; and a dedicated private-transport road network connecting said parking lot and said plurality of highway spokes; and a pedestrian zone comprising an uninterrupted pedestrian route between the parking lot of the private-transport zone and the at least one station of the public-transport zone; wherein: said dedicated public-transport road network comprises at least one public-transport slip road diverging from each inbound section of each said highway spoke and at least one public-transport access road converging with each outbound section of each said highway spoke; and said dedicated private-transport road network comprises at least one private-transport slip road diverging from each inbound section of each said highway spoke and at least one public-transport access road converging with each outbound section of each said highway spoke; such that traffic within the public-transport zone is isolated from traffic within private-transport zone.
 20. The zonal road junction transportation hub system of claim 19 wherein said road junction zone comprises a diamond interchange.
 21. The zonal road junction transportation hub system of claim 19 wherein said road junction zone comprises a modern roundabout interchange.
 22. The zonal road junction transportation hub system of claim 19 wherein said road junction zone comprises a spiral ring interchange.
 23. A zonal road junction transportation hub system connecting a plurality of highway spokes and configured to provide an interface between public and private road-transport travelling along said plurality of highway spokes, the zonal road junction comprising: a spiral road junction zone connecting a plurality of highway spokes, said spiral road junction zone comprising a plurality of connecting roads, each connecting road leading from inbound section of one highway spoke to an outbound section of another highway spoke, the outermost of said connecting roads forming the boundaries of a defined area; a public-transport zone, situated within the boundaries of said defined area, comprising at least one station; and a dedicated public-transport road network connecting said at least one station and said plurality of highway spokes; a private-transport zone, situated within the boundaries of said defined area, comprising at least one parking lot; and a dedicated private-transport road network connecting said parking lot and said plurality of highway spokes; and a pedestrian zone comprising an uninterrupted pedestrian route between the parking lot of the private-transport zone and the at least one station of the public-transport zone; wherein said spiral road junction zone comprises: a ring-road interchange comprising a continuous ring-shaped road surface traversing a plurality of spoke-traversing crosspasses, each spoke-traversing crosspass traversing a highway spoke; and at least one cross-over connecting road associated with each said highway spoke, said cross-over connecting road providing a continuous path from the inbound section of an entry highway spoke to the outbound section of an exit highway spoke, said cross-over connecting road comprising: a slip road diverging from the inbound section of said entry highway spoke ; an access road converging with the outbound section of said exit highway spoke; a ring-road interchange segment, said segment traversing all intermediate highway spokes between said entry highway spoke and said exit highway spoke ; a ring-traversing crosspass segment providing a passage between the inside and the outside of said ring-road interchange; and an inner connecting segment connecting the inside of said ring-traversing crosspass segment to said ring-road interchange; and wherein: said dedicated public-transport road network comprises at least one public-transport slip road diverging from each inbound section of each said highway spoke and at least one public-transport access road converging with each outbound section of each said highway spoke; and said dedicated private-transport road network comprises at least one private-transport slip road diverging from each inbound section of each said highway spoke and at least one public-transport access road converging with each outbound section of each said highway spoke; such that traffic within the public-transport zone is isolated from traffic within private-transport zone. 